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Mildura

SAFEWORKING SYSTEMS

Train Staff and Ticket Sections:

1903-1904 Woomelang - Hattah; Hattah - Mildura;

1904-1909 Woomelang - Mildura;

1909-1911 Woomelang - Ouyen; Ouyen - Mildura;

1911-1912 Woomelang - Lascelles; Lascelles - Ouyen; Ouyen - Hattah; Hattah - Irymple; Irymple - Mildura;

1912-1914/15 Woomelang - Lascelles; Lascelles - Speed; Speed - Ouyen;

1914/15-1919 Hattah - Irymple; Irymple - Mildura;

1919-1922 Hattah -Yatpool; Yatpool - Irymple; Irymple - Mildura;

1922-1924 Hattah - Yatpool; Yatpool - Red Cliffs; Red Cliffs - Irymple; Irymple - Mildura;

1924-1925 Hattah - Carwarp; Carwarp - Redcliffs; Red Cliffs - Irymple; Irymple - Mildura;

Large Electric Staff Sections:

1914/15-1957 Woomelang - Lascelles; Lascelles - Speed; Speed - Ouyen; Ouyen -Hattah;

Miniature Electric Staff Sections:

1925-1989 Hattah - Carwarp; Carwarp - Redcliffs; Red Cliffs - Irymple; Irymple - Mildura;

1957-1982 Woomelang - Lascelles; Lascelles - Speed;

1982-1989 Woomelang - Speed;

Train Order Locations:

1989-1992 Woomelang - Speed; Speed - Ouyen (also Intermediate Terminal Station); Ouyen - Hattah; Hattah - Carwarp; Carwarp - Redcliffs; Redcliffs - Irymple; Irymple - Mildura (Terminal Station).

1992 -1997 Woomelang - Gama Block Point; Gama Block Point - Speed Loop; Speed Loop - Ouyen; Ouyen - Hattah; Hattah - Carwarp Loop; Carwarp Loop - Yatpool Block Point; Yatpool Block Point - Irymple; Irymple - Mildura.

Section Authority Working:

1997-1999 Woomelang Unattended Crossing Loop - Gama Block Point; Gama Block Point - Speed Loop; Speed Unattended Crossing Loop - Ouyen Intermediate Terminal Station; Ouyen Intermediate Terminal Station - Hattah Attended Crossing Station; Hattah Attended Crossing Station - Carwarp Unattended Crossing Loop; Carwarp Unattended Crossing Loop -Yatpool Block Point; Yatpool Block Point - Irymple Attended Crossing Station (Intermediate Crossing Loop); Irymple Attended Crossing Station - Mildura Train Order Terminal Station.

Train Order System of Signalling:

1999- Curyo Block Point - Woomelang Loop; Woomelang Loop - Gama Block Point; Gama Block Point - Speed Loop; Speed Loop - Ouyen Intermediate Terminal Station; Ouyen Intermediate Terminal Station - Hattah Block Point; Hattah Block Point - Carwarp Loop; Carwarp Loop - Yatpool Block Point; Yatpool Block Point - Mildura Intermediate Terminal Station; Mildura Intermediate Terminal Station - Yelta Train Order Terminal Station.

MILDURA

Mildura was open for traffic on 27-10-1903. A Stationmaster was appointed and instructions were issued that all trains were to carry a staff. A home signal was erected on 19-11-1903 but it was removed on 16-8-1905. A telegraph instrument was provided by 25-1-1904 and a 52 foot turntable was available for use by 8-8-1904.

The extension to Merbein was open for traffic on 4-7-1910 but it was not until 23-2-1911 that up and down home signals were provided and plunger locks fitted to the main line points. The signals were operated from the station platform from March 1911.

The points to the locomotive siding was secured by an annett lock on 21-7-1915.

A down departure home signal was provided on 14-5-1918 and the points to the carriage sidings and livestock sidings were secured by annett locks.

On 15-2-1921 a dead end goods siding was provided at the down end of the yard. This new siding crossed the locomotive siding and was secured by a plunger lock. On 1-3-1923 the gravel siding was provided from the dead end goods siding leading down to the Murray River. The points leading to this gravel siding were secured by an annett lock.

In February 1922, permission was granted for trucks of wheat to be placed on the main line about three quarters of a mile on the up side of Mildura alongside the new Sunraysia Flour Mills building. Instructions dated 30-5-1933 for leaving vehicles on the mainline, stated that one wheel of the first truck on the Irymple side was to be chained to the rail and the hand brake on each wagon fully applied before the engine was detached. The 1936 General Appendix had the following special instructions:

1. The trucks will be placed and cleared by the Mildura yard pilot during clear daylight only, and at a time suitable to this department, and when there is ample time between trains for the work to be completed.

2. Authority is granted to push the trucks from Mildura to a point opposite the Mill, subject to the instructions contained in Regulation 201, being observed. After the trucks have been placed the engine will return to Mildura, but before the engine is detached, the Shunter in charge of the movement, and the Driver, must see that the handbrake on each vehicle is fully employed, and that one wheel of the first truck on the Irymple side is chained to the rail by means of a chain and padlock. The chain and padlock, when not in use, must be kept in a suitable place at Mildura.

3. When placing and clearing the trucks, the Driver must be in the possession of the Electric Staff for the section Irymple - Mildura. On return of the engine to Mildura, after each placing of the trucks, the Staff must be taken possession of by the Stationmaster, who must lock it in the office safe until the engine is returning to clear the trucks, when he must personally hand the Staff to the Driver and to remind the latter as to the position of the vehicles.

4. The Driver of the engine, or Shunter, who will clear the trucks, must be the same Driver or Shunter who placed them.

5. On each occasion the trucks are placed on the Main Line in accordance with these instructions, a record as to the time of placing, also when the trucks were cleared, and the number of vehicles handled, must be entered across the figure line of the Train Register Book. In the event of the employee in charge of signalling being relieved before the truck (or trucks) is returned to the siding at Mildura, the employee coming on duty must be informed of the circumstances and, before taking over the duties of signalling, must initial the entry in the Train Register Book and insert the time.

These special regulations were in force until a siding was provided on 10-2-1944.

A new connection from the main line to the turntable siding at the down end was provided and secured by annett locking on 15-3-1923. This connection was primarily for use by the motor train that provided the passenger service between Red Cliffs, Mildura and Merbein at the time.

The siding to the Murray River wharf enabled other sidings to be constructed for access to rail traffic. A siding for the South Australian Public Works department for construction of Lock 9 was in use by November 1922 and another siding for the State Rivers and Water Supply Commission for the construction of Lock 11 was in use by 12-8-1924.

A siding was provided for the Post Master General's department at the down end of the yard beyond the livestock siding on 12-11-1924. The points were annett locked.

On 2-9-1925, Mildura was established as an Electric Staff station with miniature electric staff replacing Train Staff and Ticket working on the section Irymple - Mildura.

A siding for the British Imperial Oil Coy (Shell) was provided between Ninth and Tenth Streets on the down side of Mildura on 10-6-1916. The points to the loop siding were secured by staff locks. The siding was extended 50 feet for the Vacuum Oil Coy on 14-12.1927.

The up home signal was moved 150 yards further out on 30-3-1927.

Co-acting home signal facing down trains and departure home signal on the other side of the Madden Avenue overbridge, Mildura. December 1976. Photo: Bruce McLean

A connecting line to the new locomotive depot site, which was 49 chains from the passenger platform at the down end, was constructed off the Yelta line in February 1927 and available for use by 31-3-1927. It was secured by an annett lock. A 70 foot turntable was installed at the new locomotive facility.

A loop siding for the Mildura Fruit Co-op Coy was provided on 10-8-1927. It was situated on the down side of Ettiwanda Ave and the points were secured by staff locks.

Special Instructions from the 1956 General Appendix (also in 1936 G.A.) for Mildura Locomotive Depot. Source: Victorian Railways

A siding for the C.O.R. (now BP) petroleum company was provided off the siding to the coal stage at the locomotive depot in January 1929. A second siding for the storage of carriages was completed 1-2-1929.

Co-acting arms on the up home signal at Mildura on 15-5-1977. Work had just commenced on the extension of the railway yards and this signal was eventually replaced by a color light signal on the up side of the Seventh Street level crossing. Photo: Bruce McLean

The up home signal was moved 140 yards further in on 5-3-1929. At the same time, the annett locked connection from the main line to the new turntable road was abolished and the turntable road extended across Palm Ave to connect with No 2 Road. The original turntable was removed and Nos 3 and 4 Roads were extended to connect with the dead end goods siding. An annett locked crossover was provided between Nos 1 and 2 Roads and the annett lock removed from the points to the river sidings

Plunger lock indicators were provided on the main line at the up end of the yard on 22-8-1923 and the down end on 23-3-1939.

A siding was provided for the Mildura City Council electric supply department for the receival of coal supplies by 30-5-1939. This siding came off the wharf siding near where the South Australian Public Works siding was located. It was later taken over by the State Electricity Commission (S.E.C.). The dead end extension off the wharf siding was removed by July 1942.

An application to construct a railway siding across Lemon Avenue into Sunraysia Flour Mills was approved by the Mildura City Council on 10-2-1944. The siding was opened on 13-3-1945. The points faced down trains and were secured by a staff lock.

On 26-4-1945, the crossover from the main line to the Postal Department (P.M.G.) siding was abolished and the siding was connected to become an extension of the livestock siding.

Flashing lights were provided at San Mateo Ave on the up side of Mildura on 5-3-1948. On 1-8-1948 the Sunraysia Flour Mill siding was transferred to R.M. Anderson Sawmills Pty Ltd.

The quadrant levers on the Mildura station platform were moved 8 yards nearer the station office on 6-7-1950.

Dead end sidings were provided for the Sarnia Packing Coy and Caltex Oil Coy on 25-1-1957. The Sarnia Siding was situated on the up side of Ettiwanda Ave and the Caltex Siding between Ettiwanda Ave and San Mateo Ave opposite the Mildura Fruit Co-op Siding. The points to both sidings were secured by staff lock.

The S.E.C. siding on the riverfront was out of service and dismantled by 24-8-1965.

The telegraph instrument, the last in service in the Victorian Railways system, was last used on 3-3-1969 being replaced by a teleprinter. At 9.57 a.m. the following message was sent to Mr. T.A. James, Chief Traffic Manager, from Mildura:

"This is the last message transmitted by Morse from Mildura and brings to an end more than a century of this type of communication. - Stationmaster and staff."

Mr. James then personally sent the following reply to the Stationmaster, Mildura:

"This final message ends the era of Morse telegraphy that has extended over more than 100 years of railways in Victoria. My good wishes go to you and your staff on this historic day."

A few minutes later the first teleprinter message was received from Mildura.

The Morse telegraph instrument was given to the Rio Vista Museum at the Mildura Arts Centre.

The up end points to the Mildura Co-op Fruit Coy Siding were removed on 10-4-1967 and the siding became a dead end.

The points to the R.M. Anderson Sawmill siding were removed during relaying of the main line on 7-6-1972.

A new Mildura stockyards siding was provided on 5-9-1973 on the up side of the Benetook Ave/Eleventh Street level crossing. The siding consisted of a staff locked loop siding with two dead end sidings.

The overbridge at the up end of the yard providing road access to the goods yard was closed on 4-8-1975.

Flashing light signals were provided at the Benetook Avenue and Eleventh Street intersection level crossing and Etiwanda Avenue level crossing, on 29-1-1976. The flashing light signals operated automatically for through trains, but push buttons were provided at the level crossing for shunting movements over the crossings. The Staff Lock at the Sarnia Packing Co. siding was replaced with Annett lock and Staff-Annett lock exchange apparatus was provided at the points.

On 13-10-1976, flashing light signals were brought into service at the Chaffey Avenue level crossing at the Down end of the station. A new Down Home (light) Signal Post No.4 was provided on the Up side of the crossing. The Up Home Signal, Post No. 5 was converted to a light signal.

With the installation of flashing light signals at the Chaffey Avenue level crossing, the semaphore arm on the up home signal off the Yelta line was converted to a light signal. November 1976. Photo: Bruce McLean

The new searchlight signal to protect movements across the Chaffey Avenue level crossing was installed for the Yelta line in conjunction with the installation of flashing light signals at the level crossing. November 1976. Photo: Bruce McLean

In connection with the installation of flashing light signals at Chaffey Avenue level crossing, a switch was placed at a convenient point to allow shunters to control the flashing light circuits during shunting operations to avoid unnecessary interruption to road traffic. The control box is shown on the left next to the quadrant lever used for the down home signal. November 1976. Photo: Bruce McLean

Major upgrading of the Mildura railway yards and provision of a new station building took place during 1977. In connection with the lengthening of the station platform and goods yard sidings, the co-acting Down Home Arrival Signal, located near the down end of the Madden Avenue bridge on the up side of the line, was moved 325 feet further out on 25-5-1977 to a new position on the Up side of the bridge on the Down side of the line. The co-acting arm was removed. The up end plunger locked points were relocated 165 metres further out on 23-6-1977.

In connection with the extensions to the Mildura yards, the co-acting up home signal was reduced to the top arm only and temporarily relocated further out and on the opposite side off the line. It was eventually replaced by a light signal on the up side of the Seventh Street level crossing. 29-5-1977. Photo: Bruce McLean

A points indicator was attached to the new up end main line points. Note the signal quadrant next to the points lever to operate the up home signal. This was a temporary arrangement. 18-7-1977. Photo: Bruce McLean

The electric staff instrument was moved into the new station building on 31-8-1977 and on 30-5-1978 all mechanical signals and the quadrants on the station platform were abolished.

Signal levers on Mildura platform on 21-8-1977 during construction of the new station building. These levers were abolished on 30-5-1978. Photo: Bruce McLean

A Signal Panel of the push button type was provided in the station office.

A new Down Home (Light) Signal, Post No.1 was provided on the Up side of Seventh Street level crossing and a new Up Home (Light) Signal, Post No.2, was provided on the Down side of the Seventh Street level crossing.

A new Down Home (Light) Signal was provided near the Down end of the platform.

An "A" type Annett key was provided on the Control Panel.

Color light electric signals were installed at Mildura during November/December 1977, replacing the original semaphore signals. Up Home Signal, Post No. 2, is being installed at the Seventh Street level crossing on 29-11-1977. Photo: Bruce McLean

Down Home Signal, Post No.1, was installed and the lens fitted on 29-11-1977. This was located on the up side of the Seventh Street level crossing and replaced the original lattice mast signal post with co-acting arms located near the Madden Avenue underbridge. Photo: Bruce McLean

Down Home Post No. 3 with the electric light lens fitted but still with the mechanical arm and fittings in place. 29-11-1977. Photo: Bruce McLean

On 2-6-1978 the former PMG siding was converted to a new locomotive servicing area. Additional sidings were provided and it was connected to the main line at the down end. These new points were secured by an annett lock.

A dead end siding for the Gas and Fuel Corporation was provided on 5-3-1979 opposite the Stockyards siding. The points were secured by a staff lock.

Hand Locking Bars and padlocks were provided to protect the loading areas of the Mildura Freight Centre by 12-2-1980. They were placed at the Up end points adjoining No. 3 and 4 tracks, protecting No. 4 Shed Track; at the Down end points leading from the ladder track towards No. 4 track, protecting No. 4 Shed Track; and at the Down end points leading from the ladder track to No.5 track, protecting No. 5 track.

The Esso Siding (Mildura Oil Siding) was taken over by the Shell Coy and Mobil Oil Australian on 25-3-1981. The down end connection was removed on 24-3-1983 and the Oil siding became a dead end.

Flashing lights were provided at Eleventh Street (567.085 km) on the down side of Mildura on 19-8-1981. Further flashing lights were provided at Sandalong Ave (561.199 km) on 25-8-1981 and Cowra Ave (562.141 km) on 26-8-1981. In conjunction with the flashing lights at Cowra Ave, the staff locks on the points to the Mildura Livestock Siding and the Gas and Fuel Siding were replaced by annett locks. The keys were kept in staff/annett key exchangers adjacent to the points. This prevented un-necessary operation of the flashing lights during shunting.

The Gas and Fuel siding was abolished on the 27-8-1986.

Train Order working, commenced between Dunolly and Mildura on 19-3-1989 and the electric staff section from Irymple abolished. Mildura was established as a Train Order Terminal station.

The red board indicates "Commence Train Order Working" facing up trains departing Mildura. Train Order Working commenced on 19-3-1989. 29-1-1989. Photo: Bruce McLean

"End Train Order Working" notice facing down trains at Mildura. 29-1-1989. Photo: Bruce McLean

Location Board erected at 572 km before Mildura as part of the introduction of Train Order working. Photo: Bruce McLean

Staff Instrument at Mildura on the last day of operation - 18-3-1989. Photo: George Cullen

Electronic end of train detection equipment was provided at locations between Dunolly and Mildura with all trains required to carry a modified end of train marker ("ETM") from 3-11-1989.

Instructions were issued by 11-9-1990 allowing eight bogie vehicles to be pushed from the Mildura yards to the Shell/ Mobil siding during clear daylight.

A new computerised system for safeworking was trialled on the Mildura line (now referred to in railway jargon as a "corridor") in November 1990. Locomotive X34 was fitted with a visual display unit as part of these tests.

The driving controls of X34 showing the new Alternate Safeworking visual display unit fitted to the control pedestal. Mildura. 26-11-1990. Photo: Bruce McLean

A new light signal was installed on the up side of Benetook Avenue, Mildura, level crossing on 19-3-1992. This post was to be designated Post 6, Signal "K". Photo: Bruce McLean

Alternate Safeworking equipment installed at Mildura station signalbox (actually a safeworking equipment room) in preparation for the new safe working system. 23-10-1992. Photo: Bruce McLean

The old and the new. In the white box is the Mildura to Yelta staff box and the new stainless steel cabinet houses the Alternate Safeworking screens in preparation for the new safeworking system. The top screen is designated Mildura to Merbein Siding and the lower screen, Mildura to Redcliffs Siding. 23-10-1992. Photo: Bruce McLean

Flashing lights were provided at Thirteenth St (574.486 km) on the down side of Mildura on 21-6-1990.

A new down home light signal (Post No. 6 - Signal "K") on the up side of Benetook Avenue was provided by 2-3-1993. Signal K could detect the points at Sarnia Packing Co, siding and Caltex siding. The remaining points to the Mildura Co-op Siding were removed and the siding was abolished. Instructions were also issued for shunting authority keys provided between Mildura and Redcliffs and Mildura and Merbein.

New Down Home Signal near Benetook Avenue, Mildura, designated Post 6, Signal "K". The Train Order boards were moved from near the Seventh Street, Mildura, level crossing to this point. 27-2-1993. Photo: Bruce McLean

Looking in the opposite direction to the previous view showing the commencement of Train Order Working board. 27-2-1993. Photo: Bruce McLean

Train drivers were issued with instructions for "driver in charge" of signalling for the arrival and departure of specified trains 12-10-1993. A local master key for use between Mildura and Redcliffs was provided by 26-10-1993.

With the introduction of Section Authority Working on 12-10-1997, Mildura was classed as an Intermediate Terminal Station.

On 31-10-1997, a 70 foot turntable was commissioned at Mildura. Access to the turntable was by the western or left hand track in the Carriage shed sidings. A 25 metre overrun was provided.

Following the sale of V/Line Freight to Freight Victoria, effective from 1-5-1999, operational staff were withdrawn from Mildura leaving no one to perform shunting or signalling duties, however a last minute reprieve for one employee (retained by the Public Transport Corporation until July 1999) was made to undertake signalling and shunting duties. This officer became a contracted Freight Victoria employee from 25-7-1999.

Freight Victoria reintroduced Train Order Working from 25-7-1999. Mildura was now described as a Intermediate Terminal Station with the sections Yatpool Block Point - Mildura; Mildura - Yelta.

The first Train Order in the Mildura corridor under the new system was issued to the driver of locomotive G526 at 4.41 p.m. on 25-7-1999, enabling his train (No. 0141) to proceed from Mildura station to the Cement Siding between Mildura and Irymple, and return, with Master Key 47. The Train Order was fulfilled by 5.08 p.m..

A copy of the first Train Order issued after the return of Train Order working on the Mildura corridor. 25-7-1999. Source: Bruce McLean Collection

The initial instructions issued for Mildura were rather ambiguous as they appeared to be a repeat from the previous Train Order period that recognised trains terminating at Mildura. The timetable at the time of the re-introduction of Train Orders provided for 9141 down goods (the only regularly scheduled arrival Monday to Friday) to terminate at Merbein before the locomotive returned to Mildura, and if the instructions were to be followed the driver of 9141 was to secure his train at Mildura and not proceed to Merbein.

On 26-11-1999 Mildura was closed as a crossing loop and the Train Order section became Yatpool Block Post - Yelta. The Signal Control Panel and all associated signalling at Mildura was abolished:

* The Signal Control Panel situated in the station building was abolished;

* Home Signals "A" (Post No.1), "B" (Post No.2), "D" (Post No.3), "F" (Post No. 4), and "G" (Post No.5) were abolished;

* The existing plunger locking on Points "C" and "E" and all associated signal repeaters and plunger indicators were abolished;

* The Annett locks situated on the points leading to the Carriage shed, the crossover between Nos. 1 and 2 tracks and the Up and Down end points of the Loop track were abolished;

* The double ended crossover extending from No. 1 track to No.2 track at the Down end of the station yard was spiked in the normal position. The point levers and existing rodding were removed;

* A hand locking bar was provided on the points which give access to the Loop track;

* The track circuited approach in an Up direction to the Seventh Street level crossing was reduced in length to 20 metres. A Notice Board was provided on the Down side of the level crossing (facing Up trains) with "Trains Must Not Enter Roadway Until Flashing Lights Are Operating";

* A hand locking bar was provided on points "C" at the Up end of the station yard. The standard plunger point indicator was retained;

* Hand locking bars were provided on points "E" and "H" at the Down end of the station yard;

* The existing quadrant levers and rodded derails at the Up and Down ends of the Loop track were retained with hand locking bars fitted to the points. The Annett locks were removed at the Up and Down ends.

* A hand operated Hayes Derail was placed on the Loco Track on the Up side of the Chaffey Avenue level crossing with a Derail Notice Board placed adjacent to the Derail, facing the Down direction.

* The standard track circuited approach in an Up and Down direction to Chaffey Avenue was reduced in length to 20 metres. A Notice Board was placed on the Up side of the level crossing (facing Down trains) with "Stop - Trains Must Not Enter Roadway Until Flashing Lights Are Operating". The Notice Board consists of a red circle with white lettering. Another Notice Board was provided on the Down side of the level crossing (facing Up trains) which reads "Trains Must Not Enter Roadway Until Flashing Lights Are Operating". The Notice Board consists of a yellow triangle with black lettering;

* A Yard Limit Board was provided on the Up side of San Mateo Avenue level crossing, facing Down trains. The Yard Limit Board defines the commencement point of Mildura Station Yard Limits. A Limit of Shunt Board was provided at the same location, facing Up trains.

* A Yard Limit Board was provided on the Down side of Tenth Street level crossing, facing Up trains. The Yard Limit Board defines the commencement point of Mildura Station Yard Limits. A Limit of Shunt Board was provided at the same location, facing Down trains.

* The Up end location board was provided at a point 2000 metres on the Up side of the San Mateo Avenue level crossing. The Board is a yellow triangle with the distance ahead of the Yard Limit Board with the name "Mildura" indicated below on a white triangle.

* The Down end Location Board was provided at a point 2000 metres on the Down side of the Tenth Street level crossing. The Board is a yellow triangle with the distance ahead of the Yard Limit Board with the name "Mildura" indicated below on a white triangle.

* The Sarnia Packing Coy and Caltex Oil sidings were spiked out of service.

On 7-2-2000, the Up and Down Yard Limit Boards situated respectively at the San Mateo Avenue and Tenth Street level crossings were abolished. The Up and Down end Location Boards were relocated to a new position 2000 metres from the station yard facing points. The speed for trains approaching the Seventh Street level crossing from the Down direction and San Mateo Avenue level crossing from the Up direction was restricted to 25 km/h.

Post No.2 Mildura after removal of the signal light. Note the replacement sign in position. 26-11-1999. Photo: Bruce McLean

A workman prepares to remove the light from signal post No. 4 at Mildura. Note the replacement sign already in position. 26-11-1999. Photo: Bruce McLean